Train reporting mechanism



Nov. 5, 1935. M. A. JOHNSON TRAIN REPORTING MECHANI SM Filed July 26,1953 ZSheets-Sheet 1 Nov. 5, 1935. M A. JOHNSON TRAIN REPORTINGMECHANISM Filed July 26, 1953 2 Sheets-Sheet 2 Patented Nov. 5, 19 35UNITED STATES PATENT OFFICE 8 Claims.

My invention relates to mechanism which will automatically operate whena {rain reaches preselected points or stations along the right-ofway andwill provide a predetermined sign'al,- both as to direction andlocation,--in the train dispatchers oflice at a point remote from thelocation of the train, under normal train operation where trains aregenerally run in one direction on a given track.

My invention is to be used on railroads where east and west bound ornorth and south bound tracks are used and equipped with automatic blocksignals and where the operating rules refor to them as such. With thisin view, it is all that I claim by the expression directional.

On most double track railroads where direction of travel is reversely tonormal, the automatic signals and operating rules are against the trainmovement, but this is accounted for and regulated by the traindispatcher who would likewise associate the opposite signal from mydevice if and when such train movement is warranted.

The invention involves mechanical and electrical means whereby the traindispatcher, or party interested in the location and movement of trains,will be informed, by means of an established electrical communicatingline, of the direction of movement and the location of the train.

Primarily, the mechanism is intended to automatically report the passingand direction of trains at points along the right-of-way andintermediate 01' stations where station agents are located who aretherefore capable of notifying the train dispatcher.

The invention more specifically stated involves the shunting of a relayin a track signal circuit by means of the car wheels, which action inturn closes a contact of a second circuit which involves a motor andother signal producing elements and connects it to the dispatcherstelephone circuit, the mechanism being adapted to provide buzzsignalspreferably in Morse codewhich will indicate the direction inwhich the train is going and the station or point the train is passing;each station or point having a previously assigned signal.

The invention also has for its object the provision of means whereby thereporting mechanism will automatically be shut ofi after a reportingoperation although the train is still in the block and whereby separatetrain reporting operations induced by two trains on separate tracks,will be successively performed.

The objects and advantages of my invention and the structuralcharacteristics will be readily comprehended from the following detaileddescription of the drawings, wherein:

Figure l is a diagrammatic View of my improved mechanism.

Figure 2 is a detail perspective view of the signal inducing element.

Figure 3 is a detail view in side elevation of a circuit breakingelement.

Figure 4 is a diagrammatic view of a portion of my mechanismillustrating a modification.

Figure 5 is a detail diagrammatic view of a modified method of wiringthe first control relay in the mechanism.

In Figure 1, a pair of tracks with insulated rail joints are representedat A and B intended for trains operating in opposite directions; andthese tracks are electrically connected into the system; the two railsof track A by means of wires 10 and II; and the rails of track B bymeans of wires I2 and I3.

In the particular embodiment of my invention it will be noted that thereare three pairs of wires to be connected to outside sources or outsideof the device itself; namely the two pairs connected to the rails A andB and a third pair indicated at I4 and I5 which are intended to connectinto the train dispatchers telephone circuit. The wires II), II and I2,I3 represent the circuit control wires for operating the mechanism fromtracks depending upon track conditions, as, for example, single ordouble and whether signal operated, viz.: First, if the railway consistsof a double track with east bound trains operating on one track only andwest bound trains operating on the other with no automatic block signaloperating through the rails, the insulated joints will be installed inthe four rails and wires I0, I I and I2, l3 connected to said sections,as shown at a, a and b, b. g

The mechanism in the specific embodiment illustrated in Figure 1,involves a number of relays, namely the seven relays indicated at l6, l1and I8 which are controlled by the train movements along track A; andthe relays I9, 20 and 2| 65 which are controlled by movement of trainsalong track B; while the relay 22 is a line and motor control relay thatoperates from either or both track relay circuits which are shownconnected by wire 23 with a source of electrical energy or batteryindicated at C.

The mechanism involves a motor 24, preferably a 12 volt direct currentreduction gear type, which, when in operation and through the medium ofa. worm on its armature, rotates shaft 25 by means of worm gear 26;shaft 25 being operated at a speed of five revolutions per minute, whenthe motor is set in operation; time being regulated to suit.

Fixedly secured to shaft 25 are combination wheels or discs 21, 28, 29and 30 which constitute signal impulse providing means and circuitinter.- rupting means.

The discs or wheels 21 and 28 are of predetermined diameter andpreferably are formed with smooth perimeters, as more clearly shown inFigure 2 (a perspective view of wheel 29), except for a notch 3| cut ina prearranged manner and at a predetermined point relative to thedirection of rotation of the wheel. The wheels 21 and 28 are eachprovided with cam action surfaces pref erably in the form of segmentswhich are re-' movably secured to the discs or wheels at predeterminedpoints and in prearranged groups. The cam elements are shown at 32, 33,34, 35, 36, 31, 38 and 39, and as they are intended to be arranged onone-half the circumference they are preferably of the sectoral typeshown in order that they may be more closely arranged; and theseelements are shown removably secured in place by screws; the discs orwheels throughout onehalf the circumference may be provided with closelyplaced screw receiving holes which will permit a rearrangement anddifferent number of elements when desired.

The elements at the perimeter of the wheel have portions which extendtransversely of the perimeter of the wheel. The wheels with the camelements control the buzzes on the dispatcher's line which will indicatedirection and location.

Discs or wheels 29 and 30, located on the same shaft 25, are eachprovided with a cam action element 40 and 4|, preferably also removablyseduction coil 44; a vibrator indicated at 45 and the various contactpoints associated with the relays heretofore mentioned and controlled bythe movements" of the pivoted armatures of these relays; together withcontact points controlled by the contour of the perimeters of wheels 21,28, 29 and That is to say, the armature |6 of relay l6 controls thegroup of contact points 46; armature l1 of relay l1 controls the groupof contacts 41; armature l8 of relay I9 controls the group of contacts48 armature I9 of relay l9 controls group of contacts 49; armature 2|]of relay 2 controls the group of contacts 50; armature 2|='= of relay 2|controls the group of contacts 5|; and armature 22 of relay 22 controlsthe group of contact points 52.

It is understood that all of the armatures are swingingly mounted andare preferably pivoted intermediate of their ends so that when therelays are energized to attract one end of each armature, the other endwill force certain of the contacts into contact with others and othercontacts out of contact with still others; the contacts being of thewell known flat spring type to permit ready flexing and also to causethe contacts to spring back to normal position; while the armatures alsoautomatically swing back to inoperative positions as soon as therespective relays are deenergized.

Located adjacent wheel 29 is a pair of contacts 53, one of which isshown provided with a pin provided with an enlarged end or head as at54. The head of this pin is intended normally to be disposed adjacent tothe perimeter of wheel 29; and as wheel 29 is intended to rotate inclockwise direction as viewed in Figure l, the end of cam ele- 11 ment4!) is shown slightly beveled as is also the head of pin 54, so as topermit the cam 40 to move pin 54 away from the wheel and allow wheel 29to continue its rotation. It is apparent that when pin 54 is moved tothe left in Figure 1, the 1: two contact points of group 53 will be incontact with each other and close the circuit in which these contactsare located. The contacts are, of course, made to automatically breakcontact and move back to normal as soon as the cam 40 has 2| passed. 55represents a group of three contacts, the intermediate one of which isprovided with a pin having an enlarged end or head as shown at 56. Thelower end of the contact with the pin or plunger 54 of group 53 is showngrounded to a 2: portion of the frame shown at 58.

The intermediate contact spring of group 55 is made to normally move tothe right in Figure 1 as shown, but such movement is prevented by thehead of plunger or pin 56 being in contact with 3 the perimeter of wheel21. This wheel, at a predetermined point, namely just in advance of thefirst segment or cam element, is provided with a beveled notch at 51;the pin-head being shown in the notch in Figure l, which allows thepoints of 3. intermediate contact and the right-hand contact to contactwith each other as shown and complete the circuit. When the head of pin56 rides on the smooth perimeter of Wheel 21, the intermediate contactwill be in neutral position. On 4 the other hand, when wheel 21 beginsrotation, the segments or cam elements will successively be brought intocontact with the pin-head and thereby force the intermediate contactspring to move to the left where its contact-point will con- 4; tactwith the contact-point of the contact spring at the left end of thegroup and thereby close another electrical circuit; it being understoodthat this contact or circuit is successively broken as the pin-headrides into the spacing between the 5: respective cam elements orobtrusions on the perimeter of the wheel 21.

At 59 a group of contact springs, similar to group 55, is shown with theintermediate contact spring, like in the group 55, provided with a 51plunger or pin 6|], which is shown riding on the perimeter of the wheelor disc 28 and therefore the intermediate contact spring is out ofcontact with the right hand contact spring.

Controlled by the cam element 4| on disc or 6| wheel 30 is a pair ofcontact springs 6|, similar to 53, with the right hand spring providedwith a plunger or pin 6 I which is still in engagement with cam actionelement 4|. As a result the contacts of this pair 6| are in contact andthat portion of the circuit is closed; the right hand spring of group6|, like that of group 53, being grounded to a part of the housing frame58.

In the exemplification there are three pairs of -wires to be connectedto outside sources; one pair, 7|

l4 and I5, connects to the dispatchers telephone circuit, while theother two pairs |0|| and |2|3 connect to the back contacts of east andwest, or north and south, track relays at any semaphore or direct to atrack circuit, depending 7| on the location desired. For purposes ofdescription, we will assume that A represents the west bound track andtherefore the portion of the circuit involving relays I6, I! and It withtheir correlated contacts and wiring and the motor driven control andimpulse producing discs or wheels 29 and 21 in reality constitute thatpart of the reporting mechanism which becomes active or intoplay-(together with relay 22, its contact springs, the vibratormechanism and current supply or battery) when a train reaches a certainblock or preselected point on west track A. On the other hand, therelays i9, 20 and 2| with their correlated contacts and the motor drivencontrol and impulse producing discs or wheelsiill and 28 constitute thereporting mechanism (in conjunction with relay 22, its contact springs,the vibrator mechanism and current supply or battery) when a train onthe east bound track B reaches a certain block or preselected point.

In the particular embodiment as illustrated in Figure l, the operationof the reporting mechanism will be as follows when a train is on track Aand the circuit of my mechanism is closed through the car-wheels andaxle, viz.:

The circuit being closed by a car on track A, relay I6 is energized andoperates causing the three pairs of contacts to close due to themovement of the relay armature. In view of lack of space on the drawingsthe respective contacts of relay l6 and of all the other relays cannotproperly be identified by reference characters and therefore I willspeak of them as first, second, etc., reading upwardly or in a directionaway from the main portions of the relays. The contacts of relay iii arenormally open; while the two upper pairs, namely the third-fourth andfifth-sixth contacts of relay I! are normally closed.

The first contact will apply negative battery to the second contact andthence by wire 52 to the upper or sixth contact of relay l1 and as thesixth and fifth contacts of relay I1. are' closed the circuit is carriedthrough wire 63 to relay 22 and through its coil to positive side ofbattery C by means of wire 64, thereby operating relay 22. With thethird-fourth contacts of relay l6 having been closed, a negative batterycharge is carried to the coil of relay H by means of wire 55, throughthis coil to the first contact of relay [1, which is normally open, andby means of wire 66 to the sixth contact of relay l8. The uppermost orseventh contact of relay IB is. connected by wire 61 with the left handcontact of group 53.

The fifth and sixth contacts of relay l6 having been closed aspreviously described, negative battery charge is carried to the thirdcontact of relay l1 by means of wire 68, thence through the fourthcontact of relay I! to the coil of relay l8 by means of wire 69, thencethrough the coil of relay l8 by wire 10 to the third contact of relay l8and back through the second contact of this relay l8, by means of wire Il to the right hand contact of group 55 and which may be termed thesender means.

At this point, relay is has operated; relays l1 and I8 are unoperated,while relay 22 has operated; that is to say, the armatures of relays i6and 22 havelbeen actuated and the respective con-- tact points affected.

Relay 22 having operated, the closing of the first and second contactsstarted motor 24 through wire 12; and as the third-fourth andfifth-sixth contacts are also closed, my improved reporting mechanism isconnected to the dispatchers linel4-i5-through the medium of wire 13from the fourth contact and wire 14 leading from the sixth contact.

As before described, the motor 24 is set in operation thus causing thediscs or wheels 21, 28, 29 and 30 all mounted on the same shaft 25, toturn in the same direction, namely clockwise in Figure 1. When the notch'51 in wheel '21, reaches the head or enlarged end of plunger or pin 55,the head of the plunger 56 enters the notch as shown, thus allowing theintermediate contact spring of group 55 to spring into contact with theright hand contact of group 55.

It will be recalled that the right hand contact of group '55 iscompleting a circuit through the coil of relay l8 because relay i6 isoperated by virtue of a train being on the block. The intermediatecontact of group 55 being connected to positive battery; relay l8operates when plunger 56 falls into notch 51 as wheel 21 revolves.Impression might be left that relay It! operates and releases due toplimger 56-1eaving notch 51 as wheel 21 revolves, but this is not truefor the reason that contact I of group 48 has positive batteryconnection and as soon as the armature Iii causes contact I to engagecontact 2 relay I8 is locked and contact 2 is open. This locked positionof relay l8 closes the fourth and fifth contacts to complete the circuitthrough wire 15 from the left hand contact of group 55 of what is calledthe sender" to the vibrator'indicated at 45,

The wheels 21 and 28 are provided with the segments or cam actionelements, which, as previously described, are of predetermined widthsand arranged in predetermined relation so as to provide desired Morsedesignations. on these wheels 21 and 28 regulate the buzzes produced byvibrator 45 on the dispatchers line and which at the dispatchers ofiicemay be repeated by a loud speaker.

As wheel 2'! continues to revolve, sender contact with plunger 56engages the respective segments or cam action elements on wheel 21causing the intermediate contact to contact with the contact at theleft. As the intermediate contact of group 55 is connected to thepositive side of the battery C, the circuit through the vibrator asexplained above is operative. As the vibrator reed is in motion, thecoils of the vibrator naturally are electrically charged and discharged.The

kick or magnetic flux is distorted to such a degree that the charge anddischarge is absorbed by the condensers 11 and primary winding of theinduction coil 44. This induction coil has a very low ohmage primarywinding and high ohmage secondary winding which is connected throughadjustable resistances 43, contacts 3, 4 and 5, 6 of group 52 throughmicrofarad condensers to dispatcher's circuit by way of lines |4l5. Thevibrator reed of vibrator 45 is adjusted to operate very fast, causingamplified signals through the induction coil to give a tone or audiblesignal.

The spacing of the segments or cam action elements determines the numberof times the vibrator operates. :For illustration,"the code set up Thesegments on wheel 21,the first segment adjacent the end of plunger 56will cause the vibrator 45 to produce one long buzz, which indicateswestward movement of the train. This is followed by a pause as plunger56 rides between the first segment and the next one; and as the plungerrides over the following segments, they will cause two long and oneshort buzz to be produced by vibrator 45, thereby indicating the letterG in Morse; then a short pause and three short buzzes indicating theletter S in Morse. The total operation or combined buzzes gives orsuggests-westward train passing G --which designates the point the trainis passing. After wheel 21 has revolved far enough to have all itssegments pass the plunger 56, wheel 29 with segment or cam element 46will then be in position to engage plunger 54, causing the two contactsof group 53 to close and relay H to operate.

It will be recalled that during the first operation of relay I6, anegative battery current was provided in the first contact of group 41of relay l1, also in the sixth contact of group 48 of relay l8. Relay |8now having been operated, the circuit from the sixth contact throughcontact 1, via wire 61, is extended to the left hand contact of group53. After wheel 21 has revolved far enough to have all its segments passthe plunger wheel 29 with segment or cam element 40 will then be inposition to engage plunger 54, causing the two contacts of group 53 toclose and relay H to operate. Wheel 29 revolving allows cam element 40to engage with plunger 54 only for an instant, therefore relay H has alocking feature similar to that of relay l8, viz.: positive battery oncontact 2 of group 41 through contact I and coil of relay |1 via wire 65to contact 4 of group 46 and relay |6 having been closed contact 4 ofrelay l6 engages with contact 3 which is connected to the negative sideof battery C. This relay |1 remains operated, provided the circuit fromthe track is closed (that is if the train is still on the block).

Relay |1 having operated and locked itself, opens the third-fourth andfifth-sixth contacts on relay H. The opening of the third and fourthcontacts at this time opens the circuit to relay l8 and it releases itscontact group controlling armature HP; and the breaking of the fifth andsixth contacts of relay |1 opens the circuit to relay 22, causing motor24 to stop; while breaking contact between the third and fourth andbetween the fifth and sixth contacts of relay 22, disconnects thereporter mechanism from the dispatchers line |4| 5.

It will be understood that the operation of the mechanism, in connectionwith a train passing along the east bound track B or track going in adirection opposite to that on track A, establishes a circuit betweenlines l2 and I3 through the Wheel and axles of the train, relay I9 isenergized and its armature l9 actuated causing the three sets ofcontacts of group 49 to be closed. The first contact, adjacent therelay, will supply negative battery current to the second contact andthence by wire 18 to the topmost or sixth contact of group 56 of relay20. As the fifth and sixth contacts of relay 26 are normally closed, thecurrent is carried to the coil of relay 22 by means of wire 63, thencethrough the coil to the positive side of the battery, causing relay 22to close or operate which, of course, induces operation of its armature22 and hence affects the various contacts of contact group 52.

The third and fourth contacts of relay is, also having been closed, anegative battery charge is carried to the coil of relay 20 by means ofwire 19, thence through this coil to the first contact of group 50thence to the sixth contact of relay 2| by means'of wire 80. With thefifth and sixth contacts of relay I9 closed, a negative battery chargeis carried to the third contact of relay 20 by means of wire 8|, thencethrough the fourth contact of group 50 to the coil of relay 2| by meansof wire 82; thence through the coil of relay 2| to the third contact ofsaid relay, namely group 5|, back through the second contact of relay,2|, by means of wire 83 to the right hand contact element of group 50known as the sender group. Relay 22 having been operated, its first andsecond contacts were thereby closed and motor 24 putinto operation. Withthe third and fourth and fifth and sixth contacts of relay 22 havingalso been closedfthe mechanism is thereby connected into the dispatchersline indicated at |4| 5. The motor 24, as previously described, operatesthe shaft 25 containing wheel 28 and wheel 36. Wheel 28 corresponds towheel 21 heretofore described in connection with a west bound trainoperation, except that it will be noted that the segments or cam actionelements on wheel 28 are located on a different portion or half of thewheel from that on which similar elements on wheel 21 are located.

When the notch in the perimeter of wheel 26 reaches the end of plunger60, the latter will drop into the notch, because the intermediate springcontact of group 59, like of group 55, is normally made to shift to theright, but is prevented from doing so by the normal perimeter of wheel28. The end of the plunger dropping into the notch 3| of wheel 28permits the intermediate and right hand contact springs to contact,thereby closing the circuit to relay 2|. The right hand contact springof group 6| is grounded to the frame or positive side of the battery bymeans of wire 83; and this contact spring is provided with plunger 62which is adapted to be engaged by cam member 4| on wheel 30 whichrotates in the same direction as wheel 28. The engagement of cam 4| withplunger 6| it will be understood, takes place after the various segmentsor cam action elements of wheel 28 have actuated plunger and caused apreselected code or number of buzzes to have been transmitted over thedispatchers telephone line indicated at |4-|5. It will be noted thatwheel 28 not only differs from wheel 21 in the placing of the segmentsor cam action elements on the opposite side or half, but wheel 28 isprovided with two broad faced segments or cam action elements 32 and 33adapted to give two long buzzes which indicate east bound direction oftrain, instead of one long directional buzz as is provided with wheel21. The construction of the wheel and cam action elements is moreclearly seen in the detail view Figure 2, where it will be seen that inaddition to the directional signals produced by segments 3233, the wheelis provided with two long or wide segments and one narrow or shortsegment in the first group, as indicated at 34, 35 and 36.

These segments will provide two long buzzes and oneshort buzz indicatingthe letter G" in CAD Morse code and then followed by a pause which i issucceeded by three narrow or short segments 31, 38, 39 which will givethree short buzzes indicating the letter S in Morse; the total operationof wheel 28 transmitting a message in buzz form readingeastward trainpassing GS- designating the point the train is passing.

It will be understood that the circuit in connection with track Bthrough the respective contacts and relays is similar to that heretoforedescribed in connection with the circuit controlled by track rails A andthat further detailed description thereof need not be entered into.

In Figure 4 I illustrate a modification of what might be termed thesender end or portion of the mechanism, namely a modification of relaysl8 and 2| and their armatures and contact elements shown in Figure l,and a modification of the contact groups 53 and 8|, and the controllingwheels 29 and 30. Instead of relays l8 and 21,

relays 84 and 85 are substituted and the armatures 84- and 85 of thesetwo relays are shown carrying a pair of contact springs 86 and 81normally arranged in open position. One end of the armature 84 has aknurled wheel 88 journaled therein so as to be free to rotate and on oneside of the wheel is a coil spring 89, one end whereof is fixedlysecured to the axle of the wheel so as to wind thereabout while theother end is fixedly secured to the armature 84.

The motor driven shaft 25 is provided with the segment carrying wheels21 and 28, but instead of wheels 29 and. 38 the shaft 25 is shownprovided with knurled wheels 98, 98 which are adapted to rotate knurledwheels 88 when either one of the latter is brought into contact or meshwith its adjacent knurled wheel 98. This is accomplished throughactuation of the armature, which carries the wheel 88, effected when therelays 84 and 85 are energized through operation of the precedingportion of the circuit of the mechanism in the manner-heretoforedescribed in connection with Figure 1.

With a train west bound on track A, the operation of relay l6 and relay22 is as has been described in connection with Figure 1. Upon theclosing of the contacts of relay l8, namely the third and fourthcontacts, a negative charge is carried to the coil of relay l1 and itscontact. The charge from the first contact of relay I! is carried bywire 88 to the right hand contact carried by the armature 84*. Negativebattery charge is also brought from the fourth contact of relay I1 andis carried by wire 59 to the coil of relay 84 and thence through thecoil to the third contact (reading upwardly) of relay 8! and backthrough the second contact of this relay to the contact 9| of what maybe termed the "sender".

with the wheel 21 rotating in clockwise direc tion, when the notch 51reaches the tip of contact spring 92, the latter, by reason of itsconstruction, will drop into the notch and thus cause contact spring 92to contact with spring 9| and thereby close the circuit of the coil ofrelay 84 which causes the armature 84 to swing to the right in Figure 4.

This brings knurled wheel 88 into mesh with knurled wheel 90 so that theknurled wheel 88 will be rotated in a counterclockwise direction.Secured to the spindle or axle of the knurled wheel 88 are a pair offingers 93 and 94 which are preferably adiustably secured to the axle soas to rotate with the knurled wheel 88. Finger 93 is so positionedrelative to the relation between knurled wheels 88 and 98, that finger93 will be brought into engagement with the contact springs carried bythe armature 84 after the last segment or cam action element on wheel 21has passed the point of spring contact member 92. Finger 93 of knurledwheel 88 having contacted with the right hand'contact spring on armature84" causes the two contact springs on the armature to close, therebycausing the coil of relay ll to be energized which in turn actuates itsarmature and affects the various contact springs associated with saidrelay which in turn disrupts the circuit to the 5 motor 24 and hencestops operation of the impulse producing means, namely operation ofwheel 21 with its associated impulse producing surfaces. As soon as thetwo contact springs carried by armature 88 have been brought intocontact with 10 each other, the circuit through relay 84 is dis- 1rupted, causing armature 84 to swing back to normal position as shown inthe drawings thereby moving knurled wheel 88 out of engagement withknurled wheel 98,v at which time spring 89 comes into play and rotatesknurled wheel 88 back to normal position which is determined by finger24 coming into contact with one of the contacts 86 carried by thearmature 84 and which contact may be of, a stiff type so as to act as astop for finger 94,.

This prevents too far reverse rotation of knurled wheel 88.

It will be understood that the operation of the mechanism at the bottomof Figure 4 in connection with an oppositely moving train is the sameas, that just, described, except that the impulses are produced by wheel28 which, in this instance, is shown provided with two directionalimpulse producing segments or cam action surfaces, namely the segmentsat the right hand side of wheel 28; the disruption of the motor circuitin this instance being effected through finger 93 being brought intocontact with one of the contact springs 81" which effects the samecondition as recited in connection with contact springs 86.

It will be understood that when the contact springs carried by armatures84 or 85' are closed, the circuit to motor 24 is not only interruptedbut at the same time connection with the dispatchers line is alsointerrupted and hence the dispatcher is not annoyed with unnecessaryrepetition of the signal impulses.

In Figure 5 I illustrate, diagrammatically, another method of wiring thefirst control or relay H5 in the one instance and relay I9, in the otherinstance. It will be noted that the time interval may be too short forproper operation of the mechanism on a. short block or track circuit andtherefore, in order to ensure the circuit of my mechanism to respond andto remain in operative condition until a complete signal has been givencertain arrangements of wiring and of relay H5 (or iii) have beenprovided.

In this event, wire ll carries positive battery to one side of the trackor signal relay contact (just as shown in Figure 1). A train entering onthe block closes a circuit and the positive battery current isestablished in wire l8, then to first contact of relay l8 (readingupwardly from relay) via wire 95 through coil of relay I8 to negativebattery via wires 95 and 95 This operates relay l6 and it will remain sooperated irrespective of the condition of the contacts originating itsoperation because negative current from wire 95 through coil of relay l6wire 95 to contact I of relay IE will now pass through contact 2(contact I engaged contact 2 when relay is closed) via wire 62tocontacts 8 and 5 on relay ll via wires 83 and 63 to and through coilof relay 22 to 7 positive battery via wire 64, thus holding thev devicein full operative condition until released by the closing of contacts ingroup 53. The outlet end of the relay coil is connected with the thirdand fifth contacts by means of wire as to furnish T negative battery foroperation of relay l1 and operation of relay l8.

It will be noted that lead from the outlet/end of the relay coil viz.96, from the fourth contact point namely 65, as well as the leads fromthe second contact point, namely 62 and the leads of the sixth contactpoint namely 68, are as shown in Figure 1, thus enabling the arrangementshown in Figure 5 to take the place of control relays l6 and I9 whendesired, without necessitating any further changes in the mechanism aspreviously described. With the arrangement shown in Figure 5, operationof the mechanism is ensured the moment a train reaches the block orpreselected point in the track, even though the train should reverse itsdirection without having completely gone through a block. With thearrangement shown in Figure 5, the directional and station or locationsignals or signal producing impulses will be completely given as soon asthe initial control relay when wired as shown, either 16 or beenafiected by a train reaching a prearranged point. The constructiondisclosed in Figure 5 provides means whereby the mechanism will beoperated and a complete signal obtained regardless of the length of thetrack section and regardless of the train length and of the speed atwhich the train is traveling; relay IS in reality becoming a stick relaywhereby the mechanism is maintained in closed condition until thecomplete signal is given.

In order to prevent sparking at the contact points of the vibrator, Ishow the mechanism provided with the combination of a resistance at 91and a condenser at 98.

For purposes of exempliflcation, I have illustrated my invention inconnection with a pair of tracks, but it will be understood that themechanism may be employed with a single track and adapted for separateoperation by trains moving at different times in opposite directions;and while the drawings and specification are believed to present thebest embodiments of the invention, certain modifications are possibleand may be made without, however, departing from the spirit of myinvention.

What I claim is:

1. Train reporting mechanism comprising, in combination with a pair oftrack rails, the telephonic portion of a dispatchers circuit, anelectric motor and a source of electrical energy. a plurality of relays,each having a plurality of contacts adapted to be controlled throughmovement of the armatures of the relays, one of said relays beingenergized and closed by a train on said track rails whereby currentthrough a pair of normally closed contactsof a second relay is suppliedand a third relay energized whereby the motor is placed in operation andthe telephonic portion of the dispatchers circuit established ininductive relationship with electric signal providing means, the closingof the first relay also causes a current charge through certain of itscontacts, through a second set of normally closed contacts of the secondrelay and to the coil of a fourth relay and also supplies current chargefrom certain other contacts of the first relay to and through the coilof the second relay, to a certain contact of the second relay and alsoto a certain contact of the fourth relay, said electric signal providingmeans connected with certain contacts of the fourth relay and with thenegative side of the source of electrical energy, members rotated by themotor and provided with prearranged surcuits of the third and the fourthrelays are faces, circuit controlling elements electrically connectedwith certain contacts of the fourth relay and with the positive side ofthe source of electrical energy and adapted to be controlled by saidmembers whereby said fourth relay is closed and said signal providingmeans actuated in prearranged manner, and means actuated by the motorwhereby the circuit of the second relay is closed and said relayoperated whereby the ciropened and operation of the motor discontinuedand the inductive connection with the telephonic portion of thedispatchers circuit disconnected.

2. Train reporting mechanism of the character described comprising, incombination with 1 track rails and the telephonic portion of adispatchers circuit, a source of electrical energy, electric circuitsadapted to be established by trains on preselected sections of therails, electrically operated circuit controlling elements, an electricmotor adapted to be automatically controlled by said electric circuits,one portion of said elements being operated by trains on said trackrails and adapted to control current flow to the motor and to establishan inductive connection with the telephonic portion of the dis patcherscircuit to transmit the indication directly to the dispatchers receivingmedium, im-

pulse producing means rotated by the motor and provided with apreselected number and grouping 3 of actuating surfaces, sound producingmeans electrically arranged for inductively transmitting the signalsover said telephonic portion of the dispatchers circuit and operativethrough a second portion of said elements, contact points 5 adapted tobe actuated by said actuating surfaces and electrically connected withsaid second portion of said elements and with the source of electricalenergy, and means adapted to permit current fiow'to and through a thirdportion of 4 said elements to actuate the same to thereby open thecircuit to the motor and disconnect the inductive connection with thetelephonic portion of the dispatchers circuit after said rotatingimpulse producing means has rotated a predeter- 4 mined degreeindependently of the condition of the circuit established by the train.

3. In train reporting mechanism of the character described, thecombination of track rails r and the telephonic portion of a dispatcherscircuit; an electric motor; a source of electrical energy; an electriccircuit adapted to be established by trains on preselected sections ofthe track rails; a plurality of relays grouped so that certain of therelays are adapted to be electrically controlled from the rails of onetrack while others are grouped and adapted to be electrically controlledfrom the rails of the other track; said relays each having a pluralityof contacts adapted to be controlled through movement of the armaturesof the relays; one of the relays of each group being energized by atrain on its respective track and its contacts closed to supply currentto and through a pair of normally closed contacts of a second relay ofsaid group and to energize a relay common to both groups to therebyplacesaid motor in operation and automatically establish an inductiveconnection with the telephonic portion of the dispatchers circuit; theclosing of the contacts of the first relay also causes current flowthrough certain of the contacts of said relay and through a second setof normally closed contacts of the second relay of the respective group,thence to the coil of a 7 electrically connected with third relay of therespective group, and also supplying current through certain othercontacts of the first relay of the respective group to and through thecoil of the second relay of said group to a certain contact of thesecond relay and also to a certain contact of the third relay of saidgroup, thereby preparing these relays for operation; sound producingmeans electrically connected with certain contacts of the third relay ofeach group and with the source of electrical energy; members arranged insaid electric circuit adapted to be actuated by said motor to provide apreselected number of impulses; circuit controlling elementselectrically connected with certain contacts of the third relay of eachgroup and with the source of electrical energy and adapted to beactuated by said last mentioned members whereby said third relay of therespective group is closed and said sound producing means actuated inprearranged manner; and means actuated by the motor whereby the circuitthrough the second relay of the respective group is closed, its armatureactuated to close certain of its contacts and to contacts therebyopening the circuit through the common relay and the third relay of therespective group, discontinuing operation of the motor and disconnectingthe connection with the telephonic portion of the dispatchers circuit.

4. A train reporting mechanism of the character described comprising asource of electrical energy; a plurality of relays, each provided with aplurality of contact points, said relays being operatively arranged intwo groups whereby each group may be electrically controlled from adifferent track; a relay common to both groups, sound producing meanscommon to both groups and adapted to be inductively connected to thetelephonic portion of a dispatchers circuit through the energization ofthe relay common to both groups; an electric motor adapted to beoperated when the relay common to both groups is energized; separateimpulse producing means for each group operated by said motor andelectrically connected with the sound producing means through thecontrol contacts of one of the relays of each group, the impulseproducing means of the two groups being adapted to produce code signalimpulses with the impulse producing means of both groups arranged tooperate at spaced intervals in the operation of the motor when therelays of both groups are functioning; means electrically connected witha relay of each group and controlled through the operation opened, afterthe impulse producing means of said group has operated.

5. A train reporting mechanism comprising a source of electrical energy;a plurality of relays, each provided with a plurality of contact points,one of said relays being adapted to be electrically connected in a trackcircuit; signal producing means adapted to be inductively connected tothe telephonic portion of a dispatchers circuit through the energizationof a second relay; an electric motor adapted to operate when said secondrelay is energized; impulse producing means operated by said motor andelectrically connected with the signal producing means through thecontrol contacts of a third relay; and means a fourth relay andcontrolled through the operation of the motor whereby said fourth relayis energized and the open its normally closed circuit to the motor andto the signal producing means is opened after the impulse producingmeans has operated regardless of the energized or deenergized conditionof said first relay.

6. Signal operating mechanism comprising a source of electrical energy;a plurality of relays, each provided with a plurality of contact points,one'of said relays constituting the starter relay; signal producingmeans adapted to be operatively connected to a communication circuitthrough 10 the energization of a second relay which is adapted to beenergized by said starter relay; a motor adapted to operate when saidsecond relay is energized; impulse producing means operated by saidmotor and electrically connected with the signal producing means throughthe control contacts of a third relay which is adapted to be energizedthrough operation of the motor; and means electrically connected with afourth relay and controlled through the operation of the motor wherebysaid fourth relay is energized causing said second and third relays tobe deenergized and the circuit to the motor and to the signal producingmeans thereby opened after the impulse producing means has operatedregardless of the energized or deenergized condition of said starterrelay.

7. Signal operating mechanism comprising a source of electrical energy;a plurality of relays each provided with a plurality of contact points,said relays being operatively arranged in separate groups; one relay ofeach group constituting the starter relay; a relay common to all groups;signal producing means common to all groups and adapted to beoperatively connected to a com- 3 munication circuit through theenergization of the relay common to said groups and which is adapted tobe energized by the starter relay of a group; a motor adapted to operatewhen the relay common to all groups is energized; separate impulseproducing means for each group operated by said motor and electricallyconnected with the signal producing means through the control contactsof a second relay in the same group which is adapted to be energizedthrough operation of the motor, the impulse producing means of thediiferent groups being arranged to operate at spaced intervals in acontinuous operation of the motor when the relays of the respectivegroups are functioning; and means electrically connected with a thirdrelay of the respective group and controlled through the operation ofthe motor whereby said third relay is energized causing the second relayto be deenergized and the circuit to the motor and to the signalproducing means of said group to be opened after the impulse producingmeans of said group has operated regardless of the energized ordeenergized condition of the starter relay of said group.

8. Signal operating mechanism comprising a 59 source of electricalenergy; a plurality of relays arranged in operative groups and eachprovided with a plurality of contact points, one relay of each groupconstituting the starter relay; signal producing means common to allgroups adapted G5 to be operatively connected to a communication circuitthrough the energization of a relay common to all groups which isarranged to be energized by the starter relay of a group; a motor commonto all groups adapted to operate when said common relay is energized;impulse producing means operated by said motor and electricallyconnected with the signal producing means through the control contactsof a second relay of the same group which is adapted to be energizedthrough operation of the motor, said impulse producing means comprisinga rotatable portion provided with preselected groups of actuatingsurfaces spaced to operate at different moments in a cycle of rotation;and means electrically connected with a third relay of the respectivegroups, controlled through operation of the motor and operative at theconclusion of opera-' tion of each group of actuating surfaces wherebythe third relay of the respective group is energized causing the secondrelay of said group to be deenergized and the circuit through said groupto the motor and to the signal producing means to be opened after theimpulse producing means of said group has operated regardless of theenergized or deenergized condition of the starter relay of said group.

MARTIN A. JOHNSON.

